Safety device for electric point shifting, signaling, locking, and switching apparatus.



No. 883,646. y PATENTED'MAR. 3l, 1908.

V L. KOTTMAIR & R. ZWACK.

SAFETY DEVICE FOR ELECTRIC POINT'SJHI'E'TING, SIGNALING, LOCKING,

AND SWITGHING APPARATUS.

APPLIOATYION FILED JUNE 9. 1904.

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. No. 883,646. APATENTEI) MAR. 31, 1908.

` L. KTTMAIR &A,R. ZWACK.` SAFETY DEVICE POR ELECTRIC POINT SHIFTING,SIGNALING, LOCKING,

AND SWITCHING APPARATUS. APPLICATION FILED JUNE s. 1904*;

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No. '883,646'. PATBNTED MAR. 31, 1908.

L. KUTTMAIR a. R. ZWAGK. SAFETY DEVICE PoR ELEGTRIG'POINT SHIFTING,SIGNALING, LOCKING',

AND. SWITGHING APPARATUS.

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APPLICATION FILED JUNE 9, 1904.

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PATBNTBD M88. 81, 1'9o8. L. KOTTMAIR 8 R. ZWAGK.- SAFETY DEVICE F08LLBGTRIGl yoINT SHIFTING, SIGNALING, LOCKING,

AND'SWITGHIN'G APPARATUS. 1-

APPLIUATION FILED JUNE n. 1904, f f

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f EATENTED MAE; s1 KoTTMA'IE & E. ZWAGK.y c sAEET-Y DEVICE EOE'ELEGTEEGPOINT SHIFT-INE', STGNALING, LocKIN -AND S-WITGHING APPARATUS.

APPLICATION EILED JUNE a. 1904.

110110122: jfoma z2 Mrn @ya UNITED STATESPATENT OFFICE.`

LORENZ KOTTMAIR, OF MUNICH, AND RUDOLF ZWAGK, OF NORDENDORF, NEARAUGSBURG,

GERMANY. v

SAFETY DEVICE FOR ELECTRIC POINT SHIFTING, SIGNALING, LOCKING, AND

' SWITCHING- APPARATUS.'

Specification of Letters Patent.

Patented March 81, 1908.

Application filed June 9, 1904. Serial No. 211,837.

To all 'whom 'it may concern:

Be it known that we,vLoRENz KOTTMATR, resident of Munich, Bavaria,I andRUDOLF ZwAoK, resident of Nordendorf, near Augsburg, Bavaria, Germany,both subjects of the King of Bavaria, have invented certain new anduseful Improvements in a Safety Device for Electric Point Shifting,Signaling, Locking, and Switching Apparatus, of

l0 which the following is a specification.

The subject of the present invention is a safety-device for electricshifting or adjusting apparatus, such as point-shifting, signalwhich adisplacing of the latter into a dan-A gerous position might take place.Only when the safety-switch is shifted back into l its originalposition, which as a rule is effected by a contact, the broken circuitis closed and the point shifting device can again be shifted.' V The newprinciple may be explained as follows: A device A shifts, by closing acontact, an independent device B, and the device B breaks the circuitsof the device A. The safety-switches and the shifting devices may bearranged in many different ways. One 40 safety-switch may belong to Aoneor several shifting devices or also several safetyswitches to one orseveral shifting-devices. Also the safety-switches can in their turn besecured by special safety-switches, when the mutual'action of thedevices will be exactly the same as the'one just described. In this casea combined series-connection is the result. It is Yimmaterial whetherthe shifting-devices act upon each other in series, lso

that one after having been com letely shifted shifts the next, orwhethent ey are connectedin multiple (as with the usual installationswith the slide-rule-system) and thus work simultaneously. In all caseshowever the shifting of the safety-switch must be effected automaticallyand directly or by means of intermediate devices from the devices to besecured. The principle of seriesconnection thus finds always itsapplication here. Generally speaking there are two circuits by means ofwhich railway shiftingand switching devices are shifted in one directionor the v other. The arrangement may be made that one of these leads, oralso both, (or one for both circuits in common) is broken by theshifting of the safety-switch. While the new interruption of the circuittakes place other interruptions'may take place at the same moment (inthe switch-board, the ranging board and the railway slides) or realcircuits may be broken.

The newv safety switches can be used for stations as well as along theline. ous uses ofthe same will be described in the following andillustrated by drawings.

The term safety-switch used 'for the sake of brevity in the followingdescription always implies that there is between this device and theshifting device to be secured the above, in paragraph 2, describedrelation.

Figure 1 of the drawing shows a part of a railway station. It is atwo-track line (track I and II) with a turn-out track III in the stationand a branch off track IV. The system of switching shown in this ligureis of that kind in which, after a distributingswitch being closed by astation official, a shifting device switches on the next one and so on,one after the other, in succession. This we 4will call seriesconnection. Such a distributing-switch is described in the Americanspecification No. 164,205 of July.

3rd 1903 and is by the same inventor. Fig. 2 of the drawing shows themode of switching of the safety-switches for a double track line. Fig. 3shows the interdependence of pointshifting and ranging through thesafetyswitch. The circuits are the same as Vin Figs. l and 2. Fi 4 showsthe arrangement of the safety switching devices for distributingswitchesand for'lines with several branches with only one distributing-switchfor each line. Fig. 5 explains the application of safety switches forsuch point-'shifting plants in which the shifting is effectedsimultaneously,

therefore by a connection in multiple. Figs. 6 and 7 illustrate theapplica-tion of the safetyswitch with locking evices for signaland Thevaripoint-shifting works. Fig. 8 shows the use of the safety-switch withblock-systems.

Similar letters refer to similar parts through out the several views.

In the following description the shiftingdevices for the points andsignals are marked with the`letters A-N, the safety switches with theletters O-Z.

The shifting-devices and safety-'switches are only shown in diagrams.The construction of thesame may be of the kind shown in the abovementioned American application No. 164205, and in the present casemercurycups are used for establishing the connection. Each switchingdevice has two electromagnetcoils l and m. If the current passes throughcoil Z, the shifting-device is shifted toward one side, so that thecontact-levers e and f dip into the contact-cups b and d; if however thecurrent passes through the coil m, the shifting device is turned towardthe other side, so that the contact-levers e and f dip into the othercontact-cups a and c. The coils, contact-cups and levers of thedifferent shifting devices are connected with each other and with thestationswitching device, as shown in the drawing. Some safety-switches RP S of Fig. 8 have besides the contact-levers e and f a number ofinsulating-contacts :zz-x1. The contact levers are arranged on the sameshaft as the contact-levers e, f and are shifted simultaneously with thesame. As they would be covered by the other contactlevers if drawn intheir real position, they are resented in the drawing one above the er.On shifting any of the devices an adjustin or shifting-lever (notinthedrawing) is shifte towards the right or left, as represented in theabove-mentioned application No. 164205. This adjusting-lever engageswith the bars of the pointsor signal-shifting devices. Thepoint-switches are therefore either shifted to the right or left,according to whether the current passes throu h one or the other coil.Click and ratchet-w eels of the usual kind may secure the switches andsignals in the positions in which Vthey are to remain.

In Fig. 1 of the drawing there are 1-9 interruptionsofafdistributing-switch Se in the switch-board of the station. Allinterruptions are closed by a common contactbeam, if the official wishesto switch on a certain track, as shown in the application No. 164205.The interruptions shown here serve for the point-shifting of track III.The contact beam is so constructed` that on the same being inserted theinterruptions v1, 2, 3 etc. are closed, but the sin le interruptionsremain insulated from eac other.

`10 and 11 are interruptions of the all right signal bell-push Sch. Thisis a bell push which requires to be pressed after inserting thedistributing-switch, in order to close the contacts 10 and 11, only whenre ot this is done is the circuit serving to switch the shifting-devicesperfectly closed and the track III is opened. y

The safety-switch X is at the station, 'y and Z are on the line.

G is the device for shifting the train-leaving-signal on track III fromthe osition of rest to the position signaling: top and back. H thedevice for shifting the switch W4, A for the switch W1 and C for thetrain-leaving'signal for track II, B for the switch W3.

Grl is the shifting-device for the leavingsignal of the third track fromthe stopping to the starting position and back, and Sa is a bell-pushfor the leavin -signal correspond-v ing with the bell-push signal.

g, h, i, 7c are terminals on the shifting-dech for the arriving 'vicesand safety switches for connecting them with the lead-Wires. Theconnections between the terminals of the switch-board at the stationandthe different apparatus are not drawn, in order not to overload thedrawing and make it confusing, but the groups of terminals of theswitch-board belongin together are marked with the names o the shiftin-devices, so that ythe connection can be casi y seen.

As the levers e and may be in two ositions, we will, for the sake ofbrevity, cal the position shown in the drawing (in whichl the contactsa, and c are closed) the (-1-) position, the second osition theposition.

We will now escribe the path of the current and theworking of thedevicesfor the case of shiftin the oints of track III, and will supposet at al the devices are in the (-i-) position. The mode of working willbe best seen from the aths of the currents.

For the sake of simp icity the designations down the contact beam, theinterruptions.

149 of the distributing-switch Se and presses upon the arriving-signalush Sch. The current then travels as fol ows: From the negative ole ofthe battery to the safety switch Xl? lever e, contact 61,-,arrivingsignal push Sch, contact 11 distributingswitch Sz, contact 1--to the terminal g of the sign ap aratus or indicator G, terminal g,lever e, co' Z, to -1- pole. The apparatus G is reversed, and thusthesign or signal comes to the stop position. A new current isestablished through lever e, apparatus G, contact b, terminal h, contact2 of switch Sz to terminal i 0f.switch shiftin apparatus H. Thisapparatus is inits norma position. 'The current therefore goes fromterminal 'i through contact lever f, contact o, c, to terminal h andcontact 3' of the distributing-switch Sz-, apparatus B, terminal g,lever e, cony the line. the position. New path of current from lever eof the shifting-device B, contact Z), c, terminal ZL-,distributing-switch safety-switch Y. As the coils are thus cut I offfrom the positive pole a reversing of the shifting device B cannot beeffected by the station-ocial nor by the train ranger, before thesafety-switch Y is back in its former position. To this terminal i ofthe safetyswitch Y may be connected the respective leads of theshifting-.devices G and H-, this is shown in the figure for thesign-shifting device G. This connection is shown in the drawing, so thatalso these are secured against being reversed until the safety switch Yhas returned into its original position.

Through the reversing of the safetyswitch Y into the position there isformed a new circuit: lever c, contact b, terminal-Zidistributing-switch Sz, contact 5-, shifting-device A, terminal g, levere contact a, coil Z, safety-switch Z, terminal i, Contact c, lever fg'positive pole. Shiftingdevice A is reversed into the position. Throughthis is formed a new circuit through lever e of the shifting device A(contact Z) c) terminal 7i-, distributing switch S.e contact 6safety-switch Z, terminal g, lever e, contact a, coil Z- positive pole.Safetyswitch Z has returned into the and a new circuit is formed: fromever e, contact b, terminal Zz-, distributing-switch Sz, Contact 7- tothe terminals on the left of another shifting-apparatus (arrival-signal)distributing switch Sz, contact S-, arrival signal push Sch, contact 10-safetyswitch X, coil Z, positive pole. Such safetyswitches may be put inanywhere where it appears necessary, so that all the shiftingdevices ofa line may be secured by a single safety-switch, or groups ofshifting-devices by a corresponding number of safetyswitches. A shiftingdevice may be secured against being reversed in either direction by thesame safety-switch, as will be seen from the combination of theshifting-device G with the safety-switch Y.

Through the reversing of the safety-switch Z the shifting-device A issecured against being reversed or shifted, through the reversing of thesafety-switch X the whole track, as the negative lead is interrupted atcontact a of safety-switch X. For shifting back the safety-switches X, Yand Z intotheir position, rail switches m13 m1 m1 m2 m4 may be used andclosed by the last carriage of the train.

Shifting device B is reversed into osition Through the reversing of thesafetyswitch X is formed, when the leaving-signal push Sa is closed withthe interruption 50, a new circuit: Safety-switch X, lever e, contact Z)leaving-signalnush, interruption 50- interruption 5l o' thedistributingswitch over any number of point-shifting switches andsafety-switches, sign-shiftingdevices G1, lever e, contact a, coil Z,positive pole. Shifting device G1 is reversed and can thereby shift backto the position a safety-switch which through the ringing-off of theoflicial was shifted into the (JV) position.

By bridging over the contact m13 the current will flow over terminal Zrof the shiftingdevice G1, lever f contact CZ, coil m to pole. TherebyG1'is reversed, a current is formed over lever f, contact c, terminal icontact 9 of the distributing-switch Sz to the coil m of safety-switchX, contact CZ, lever f pole. Between the devices G1 and X various othershifting-devices with different functions may be intercalated.

Safety-switch Y not only serves to safeguard track III but also, at thesame time, track Il, that is to say, it protects the crossing formed bytracks l1 and III in the same manner Z protects, with its two contactsm2 on track I and m4 on track III, the point shifting-switch V171.

As the safety-switches Y and Z in their reversed position prevent areversing or shifting of any number of signals as well as of any numberof point-shifting switches, until the train has quite passed therespective crossing point, the crossing-points of the most complicatedpoint shiftings may be perfectly protected.

By this arrangement of the safetyswitches Y, Z, X, the movement of thetrains in large stations is greatly facilitated and far more than by thepresent sliding rule system D. As already described the safety-switch Xfor signals is shifted by the safety-switches and breaks thereby thosecircuits of the safety-switches for the point shifting switches by whichits own shifting was effected. As the contacts for the reversing of thesafety-switches for the pointshifting switchesare lying close behind therespective crossing points, but the contact for the safety-switch forthe signal-shifting switches behind the last, a ranging may take placebehind the train, in spite of the line being closed. l/Vith thesliding-rule system now'in use the whole track is closed against ranginguntil the bar is unlocked by hand.

The actuation of the safety-switches for the signal-shifting switches bythe safety switches for the point shifting switches may be effectedindirectly or directly. l As a rule the shifting takes place on asignal.

The safety switch X shown in Fig` l, is, as results from the above, atthe same time a safety-switch for the arrival-signal and for thestarting-signal, that is to say, the shifting-device for thearrival-signal effects a shifting of the safety switch in one direction.if the signal indicates that the track is open for the train. Theshifting-device for the starting signal, on the other hand,.

effects a shifting of the safety-switch in the other direction when thesignal passes from the position indicating' that the track is clear intothe block-signal position.

The safety-switch always breaks that current of the just then reversingshifting-device which serves to put up the signals showing that the lineis clear. When the train passed over the arrival signal it was shiftedfroin the open-line signal to the block-signalposition by the contactm25., As there is thus fori'ned an interruption in the circuit servingto draw up the arrival-signal into the open-line position, as long asthe starting-signal is not put back frein the open line to theblock-signal position, a train on the track before the starting-signalwill be covered. As, on the other hand, the safety switch, on shiftingthe starting-signalfrorn the open-line into the block signal position,interrupts the circuit of then starting-signal switch, which serves toput this signal on Line clear, (but as the interruption as well as theclosing of the circuits for the arrivaland starting-signals take placealternately) the official before he can give the signal to start to atrain in the station inust cover the respective track by shiftinghirnself (perhaps by hand) the safety switch.

In Fig. 2 is shown how a track over which trains pass in two directionsniay be covered by safety-switches. Two safety-switches X1 and X1? areused for this. The current fornierly led directly from the battery(-pole) to the lever e of the safety-switch X (with which correspondsX1) now passes first over the insulating contact X of the safetyswitchX11 to the lever e of the switch X1, frorn there it travels in the usualinanner. The battery-current for the lever e of switch X11 is led in thesaine manner over the insulating-contact X of safety-switch X1. Thecurrent over the lever e of Xl can thus only act if X11 is in itsposition; the saine applies to the apparatus X11 with regard to X1. Iftherefore a train arrives from one direction and if one of the devicesis thereby shifted into the (--)y position, the arrivalsignal on theother side of the station cannot be put on "Line clear. The sainearrangenient is inade use of if a group of switches is passed over bytrains frein two directions and the shifting is effected in the sainemanner. The currents passing over the devices X1 or X lead in this caseto the corresponding safety-switches.

In Fig. 3 of the drawings is illustrated how interdependence :lnay becreated between. the

point-shifting and ranging through a connection of the safety-switcl'ieswith the shiftingdevices without endangering the safety of trains, ifthese two functions are performed by different persons in differentplaces of the station. Sr represents the switch-board of a ranging-houseof a large station. Sm and Sn are contacts corresponding with thedistributing-switch Se of Figs. l and 2, which have been intercalatedinto the circuits of the shifting-devices in a nianner that on pressingthe contact-buttons Sm the point-shiftingswitches are drawn to one side,on pressing on contact-buttons Sn (in the drawing on the sainehorizontal plane) they are drawn to the other side. With regard. to thedistributingswitch Sch there is only this difference that it is notnecessary to always close the whole left or right contact-grou p at Smor Sn, but at will, soine of the contact-holes 14-19 or 141-191 orcertain groups of the saine. V and. VV are two safety-switches which maybe arranged on the switch-board of the trainranging official, the saineas the device X of Fig. l. V belongs to the shifting-device A, W to theshifting devices D and B of the switches W5 and W3. Devices A and B areshown in Fig. l, while device or apparatus D is not shown for the reasonthat it is not to be taken into account in the operation or use of track111. 'The connection Abetween A and V on the one side, D B and. YVV onthe other side, is effected in the saine way as described in explainingFig. l. 13 is a contact corresponding with the arrival-signal push Schof Fig. l, which is to be pressed down by the ranging-official afterclosing the contacts Sm or Sa in order to establish a circuit, 12 is acontact in series-connection with each one of the coils l of thesafety-switches V` and VV. As long as this contact 1'2 is not closed bythe ranging-official the station-official cannot shift the a .')paratusV and VV. To contact 12 belongs the saine switching-push which is used'for the contacts Sm, Sn; if the official does not range, the pushremains in the contact-hole 12. Instead of using one push for severalcontacts. contact beams may be used, which are interrilependent'- insuch a rnanner that on closing one of the contact-holes Sm or 55a theinterruption 12 is opened and viceversa. At the left in Fig. 3, areshown the terinii'ials of the line-selector Se illustrated in Fig. 1, sothat the operative connection of parts in '.iig. Il may be understood.The conductors at', y, a, lead also to the lineselector, and in fact tothe contacts of that track for which the apparatus V and W are provided.The wires leading to the ranging hoard branch off in multiple connectionfrorn the wires of the switching-device at the station Fig. l, as can beseen from Fig.

Supposing the station official has switched on a track, for instance,track l, on which there is the shifting-device A. Hereby thesafety-switch V is shifted in the abovedescribed manner from the (-1-)into the position and contact c is broken. The circuit is as follows.From the line-selector S2 shown in Fig. 1, through-i-conductor 2,contact 12 which is closed by ranging-official, through coil Z ofapparatus V, contact lever c, terminal g, wire y back to line-selectorS2. The train-ranger cannot now reverse the shifting device Aby closingthe respective contacts 14 or 141 and 13 unless the train has passedover contact m5 and put the safetyswitch V back into its originalposition. Exactly the same applies to the' shifting devices Dand B andthe safety-switch VV. It .is therefore of importance that those leadsbetween the point shifting'switches and their safety-switches throughwhich, after shifting the point-shifting switches, the safetyswitchesbelonging to the same are reversed, are led over interruptions which areclosed by the track-switch (S2. Fig. 1) of the station official. In thisway, after a track has been switched on by a station official, noranging can take place. Supposing the shiftingdevice V is in itsposition the track being therefore not set or arranged for a trainthetrain-ranger will shift the device A. To this end he presses the pushout of the interruption 12 and puts it into the interruption 14 or 141or he presses down his contact-lever for 14 or 141, whereby contact 12is broken at the same time. The switch of the shifting device A is inthis way shifted. in one direction or the other. As long as the contactbutton or push is not put back in to the interruption 12, or as long asthe contact beam for the interruptions 14 or 141 is not in its positionof rest, the station ofiicial cannot shift the switches and signals ofthe tracks belonging to the switch of the shifting-device A, which liebehind the safety-switch V, as the current passing from the switchboardof the station-official over the bolt e and the coil Z of thesafety-switch V, and serving to receive this shifting-device, isinterrupted at 12. Tn this case the station-oflicial is still able toshift the device E. The switches are in parallel or multiple connectionand in series connection with the safety switch St. The interruption 12operated by the ranging official may however also be so arranged. thatit breaks the battery current of the official before it goes to thedevice X of Fig. 1, so that the station-official cannot shift anyswitches on the respective tracks.

In Fig. 4 of the drawing is represented the circuit for the securing ofa distributing switch VG. This switch may either serve to let the trainpass to one station, or from one station to two others. The first caseis illustrated in the drawing. rThere are two safety-switches T21 andT22 shown in the drawing. They lie in series connection and are switchedoff in multiple froln'the safety switch St of the shifting-device A1 forthe distributing-switches. Presuming the safetyswitch T2l to have beenshifted by the oiicial of the preceding station into the (-1-) positionshown in the drawing and the arriving .train is to be conducted to trackHI. The official at station B presses down the button of thedistributing-switch or line-selector, so that the contacts of S2 showninFig. 1 are closed. In the case of Fig. 4 there are arranged besides theline-selector interruptions 1, 2, 3 in Fig. 1 the further interruptions34, 35, 37 in the line-selector so that on pressing the button of theline-selector all the contacts 34, 35, 37, 1, 2, 3 are closed (contacts30, 31, 33 of Fig. 4 belong to .track I). After the line-selector hasbeen plugged and the push button Sch for the arrival-signal, has beenpressed, a circuit is formed from the pole of the battery through levere of 21, terminal g, contact a the push-button of arrival signal S071,interruption 70 to 34 of S2 to the terminal "i of point-shifting switchA, lever f, contact Z1 c, terminal Zt lever e of St contact a, coil Z to-ipole. Thereby, St is reversed and A put in safety. A new circuit isnow formed from lever e, apparatus St, contact Z), terminal Zt tointerruption 35 of S2, to terminal 80, coil Zof T21 to pole. T21 isthereby placed in the negative relation, and a circuit is formed frompole of battery, through lever c of T21, Contact Z7, terminal h, theconductor indicated by dotted line, to apparatus X, lever e, and so onas previously described in reference to Fig. 1. If a train is signaledfrom the opposite direction, since the safety switch T22 has beenreversed by the station-officialof the signaled station, and theapproaching train is to be admitted on track 111, the switch apparatus Aand corresponding safety device St are reversed and thus a circuit isformed to X and so on as already indicated, whereupon the votherapparatuses are set as before described. After T21 with T22 has beenplaced back in its original position, a new signal or announcement of atrain may be given through station A or C. To put it in a more generalway the essential feature of ythe switching arrangement illustrated inFig. 4 consists therein that the two safety-switches T21 and T22, whichare connected in multiple with each other, lie in series-connection withthe safetyswitch St for the shifting-device A1 of thedistribiiting-switch W6. This connection is such that the safet T-switchSi on being shifted by the point-shifting-device A1 breaks both currentswhich serve to reverse the shifting-device A1, while each one of the twosafety-switches T21 T22, after being shifted by the safety-switch St,breaks that current of the point-shifting device A1 which previouslyshifted y,this point shifting device. The reversing of thesafety-switches T21 T22 is effected by the ringing-off fr om a precedingstation,

at either end. The reversing of St by the jcontact m14 behind theswitch. By this arrangement of the safety-switches there is gained theadvantage that the distributingswitch can only be shifted after theringing of the bell of the station from which the train starts, and onlyin the required direction. The switch can only be shifted a second timewhen the first train has passed ,the contact m14. lt can further beseenfrom Fig. 4L that `there is a safety-switch T21, Te2 for each line,

tracks meeting from the saine direction ory branching off in differentdirections. Each line safety-switch Te1 is therefore so connected withevery track-safety switch that the first is a special safety-switch forthe second. The contact rdevice serving to reverse eachline-safety-switch T21 is closed, when a train arrives, by the officialof the preceding station on the line, and when a train leaves, by theofficial of the station from which it leaves. Hereby there is attainedthat the switches and signals of the line from which a train arrives, orthe line on which it leaves, are brought with the switches and signalsof the track selected into fixed relations, which cannot be loosened orundone before the train arrives or leaves, so that for a line and allthe tracks leading to it only one line-selector or rule is required.This makes the switchboard far less confusing. The track-safety devicemay stand in the already described connections with the safety-switchesfor the arrival and starting signals or for the distributing-switches.

In Fig. 5 of the drawing the new device is shown in combination withshifting-devices whose parallel circuits are closed by the shifting ofroad-way slides, or such like, which is called here connection inmultiple of the shifting-devices. T designates the safetyswitch for thetwo shifting-(ilevices X and J. X a safety-switch and Sch the push forthe arrival-signal according to Fig. 1. Frorn each shifting-device thereleads in the usual manner, a return-signal to the switch-board of thestation official, through which the latter is informed whether theswitch or signal was shifted perfectly and the right way. In the circuitof these return signa. s lie electromagnets 23, 24 which on a currentpassing through attract armatures which l thereby close the contacts2(7), 21. The mode of working is as follows: When the official has drawna road-way slide or closed a line-selector and pressed the push of thearrival-signal, the devices J and K are shifted thereby and the returnsignal circuit of both apparatus is closed, the two electromagnets 23and 24 act and attract their armatures. These armatures close thecontacts 20and 21, whereby a new circuit is created (indicated by arrowsin the figure) by which the safety-switch T is shifted, the currentpassing over terminal g, lever e, contact a, coil l to the positivepole. The joint poles of the devices X and J lie, the same as with theformer connections on the contact e of safety-switch T, so that thedevices J and K cannot be shifted back before the safety switch T hasbeen brought back into its original position. The shifting of thesafetyswitch T may, at the same time, be utilized for closing thecontact 22 by conducting the current through the coils 25, whereby thelever of the electromagnet is attracted. By closing the contact 22thesignals covering the switches may be shifted. In this way it is madecertain that a shifting of the signals will only take place when all theswitches have been shifted, and their shifting back in consequence ofthe shifting of safety-switch is no longer possible. On shifting thesignal there is shifted, as already described, the safetyswitch X.

Figs. 6 vand 7 show in what manner locks and safety-switches can belocked or stopped. 26 is an indicator of the usual system which, withmechanical point-shifting switches, indicates the position of thearrival-signal at any time. 27, 28 are contacts of the indicator whichare connected `by a wire with the locking device L. This locking-deviceL is shown separately in Fig. 7 in connection with the shifting-device21. The safety-switch U is so intercalated into the circuit that it isshifted, after the locking-device L has been set in action, and breaksthe circuit of the locking-device, so that the latter cannot be shiftedback before safety-switch U, by closing the contact m14 through thetrain, has been brought back into its former position. The locking ofthe adjusting lever 21 is therefore secured by the device U. A secondsafety-switch U serves to break'the circuit of the index of theindicator 26. The mode of working is as follows; After the switches ofthe road-way have been pulled (by controlling rule or the like) thesignal, Line clear, is put on. At device 26, the index points to theimagecorresponding with the position of the arrival signal, contact 28is closed thereby,and the following circuit is formed: from battery poleto the insulating lever x of device U index of device 26, contact 28 todevice L, lever e, contact a, coil Z, pole (which may be put to earth.)Device L is thereby shifted, and locks the shifting-device 21 (Fig. 7)and anew circuit is formed over lever e, of device L, contact btosafety-switch U, lever e, contact a, coil Z, ole. Hereby safety-switch Uis shifted, an a new circuit is formed over lever e of device U, contactZJ, to safety-switch U, lever e, contact a, coil Z, pole. Hereby thesafety-switch U is shifted. By the shifting of device U, the circuit, bywhich the device L can be put back, is broken atf, c of device U 3 bythe shifting of device U the circuit is broken at x a, which leads tothe index of the indicator 26. If the train enters the station, heoverbridges the contact m14 and a circuit is formed: pole, track-contactm14, coil m of device U, contact CZ, f, pole. The device U is hereby putback into the position of Fig. 6. If now the index is put into the stoposition, contact 27 therefore closed, the locking device L cannot yet beput back into the position, before the train `has passed thetrack-contact m15. Hereby the device U is brought back into the-yposition, as a circuit is formed from pole, coil m, contact CZ, f,track-contact m15, -lpole. After the shifting back of device U into its-iposition, a new circuit is formed from pole, insulated lever .fr ofdevice U, contact index of indicator 26, contact 27, lever f of thelocking-device L, contact d, coil m, device U, contact c, lever f, pole.Device L is thereby shifted back into the position of Fig. 6. The trackcontact m15 lies behind the contact m14. This locking system rnay beapplied to the most' different shifting devices and crossing points,shown in Figs. l and 2. This locking system has the advantage that evenif the road-way rule is drawn back a too early shifting of switches isprevented. The official cannot therefore shift the point-switch beforethe last carriage of the first train has passed it. But he can useswitches, over which the train has passed, at once for other purposes,though, the train is still on the track, which greatly facilitates thernovement of the trains in large stations.

In Fig. 8 of the drawing `this new device is illustrated in itsapplication to the block-system. S1, S2 are two signals on the openline. M is the shifting-device for the signal S1, N the shifting devicefor the signal S2. In the present case two signals S1 and S2 arerepresented, but there may also be only one or any nuinber. O is asafety-switch for all starting-signals in this direction, which ispreferably arranged on the switch-board of that station from which thetrain leaves and which is shifted (which the oflicials see from thedisappearance of an indicator or other device) when the train has passedthe starting-signal (with contact m13.) P is a similar safety-switch onthe switch-board of the arrival station. This one is also shifted andthereby secures the shifting device N of the signal S2 against beingshifted into the position and announces, at the same time, the approachof a train to the oflicial, when the train has passed the lastblock-signal on the line. S and R are safety-switches;

safety-switch R, which preferably stands near the signal S2, secures theshifting-device M of the signal S1, and safety-switch S near the signalSl secures the safety-switch O on the switch-board (or a preceding blockshifting device). m13 to mS` are rail-switches to be closed by the lastcarriage of the train. The switching is so arranged that the train, whenit has passed a signal puts that signal on Stop, if a train passes overthe first contact m13 all the signals between two stations or thestarting-station and the last signal locked by the train are put on Lineclear. The working will be seen from the paths of the'current.,Supposing the train leaves the station and passes over contact m13. Acircuit is then formed, over different preceding devices actuating, sayfor instance, startingsignals,.fron1 contact m13 (that is to say thenegative pole) to device O, lever e, contact a coil Z, positive pole;lever e is shifted and a new circuit formed from lever e to device Oover contact b safety-switch S7 lever e coil Z to the positive pole.Safety-switch S is shifted and a new circuit formed: lever e, device S,contact Z) device M, lever e, contact a, coil Z safety-switch R, leverX1 to the positive pole. The signal switch M is thereby shifted and thesignal brought into the line clear position. A new circuit is `fornnedover lever c, contact Z) device R, lever e etc.` so that thesafety-switch N and safety-switch P are shifted. Supposing the trainarrives at signal S1 and closes contact m. 'A circuit is then formedover lever f, the device M which is in the position, contact CZ, coil mto the positive pole, whereby the device M is shifted back into theposition and the signal S1 is also shifted into the stop7 position. Anew circuit is formed thereby from lever f of the device M over contactc to safety-switch S which is in the position, lever f, contact CZ, coilm to the positive pole, so that this device is shifted back into its(-1-) position. A new circuit is formed: lever safety switch S, contactc to coil m of the safety switchboard 0 contact d, lever f to positivepole. The switch board device O is shifted which shows the oflicial thatthe line between the first block-signal and the station is clear and thestarting signals may be put on Line clear The train now moves`up tocontact m11 and bridges the same. A circuit is formed thereby from m11to the device N, lever f, contact d, coil m to the positive pole. DeviceN is shifted into its position and a new circuit is formed over lever fof the device N, contact c, safety switch R, lever f, contact CZ coil mto the positive pole. The

safety-switch R is thereby shifted back into its original position. Bythe shifting of the device P into the position, in consequence ofbridging contact m13, the official of the arrival-station was informedthat the train has left the starting-station. On the train passing overthe contact m8 the switchboard. device P is shifted back into itsoriginal (-1-) position. Practically the circuit niay be such that thecurrent does not pass directly from contact m3 to the lever f but firstover the shifting-devices of theI arrivalsignals, so that the official,by the shifting of the device P is, at the same time, inforined that thearrival-signal, which was showing Line clear, is now on Stop, andthatthe train has passed this signal. The arrivalsignal lies in thiscase between contact on and contact ms.

1/Vhat is of special importance with regard to the above describedswitching-system is the fact that when a train is standing between twoblo cli-signals (for instance between Sl and S2) and the next train haspassed contact m12, the last signal S1 is thereby not brought into theline clear position, so that the next train must stop before the saine.The circuits formed are then as follows: As long as the trainhas notpassed contact-m, safety-switches R and N are not shifted back, butstand in the position. y1f the "following train passes over contact m13,and if thereby'co-ntact d of the device O and contacts b ofsafety-switch S is closed, the above described circuit: safety-switch S,

contact b, device M, lever e, contact a, coil Z,

safety-switch" R, contact X1, positive pole, cannot be forrned, asAcontact X is broken. The second train niust therefore stop before thesignal S1. If the .first train passes over contact m11, it shifts thedevices N and It, the device S had already been shifted. into theposition by the following train, and a circuit is formed from m11 overlever f of the device N, `contact d, coil m to the positive pole,whereby M is shifted into the -lposition and the signal is put on StopHereby a new circuit is formed from lever of the device N over contact cto lever f of the device R, contact cl, coil/nt to the positive pole,whereby R is shifted back into the position. Until now the device mcould not be shifted, as the interruption X1 of device S no longerbreaks the current leading to coil Z of the device M, Through theshifting of the device R a new circuit is fornied over lever f, contactc of the device Pt to lever rc of the device S, contact device M, levere, contact a coil Z over contact X1 of the device R to the positivepole; the device M is now reversed and the signal S1 put on Lineclear,77 so that the second train can proceed, m10, m12 are the contactson the line, between each shifting-device and its safety switch. Theybreak the current serving to shift the safetyswitch, so that the puttingof the signals on Line clear cannot be effected at one time for thewhole line, but only gradually, as the lead from the contact b of theshifting-device to the connection with the rail-switches mm and m12(indicated'by a dotted line) is wanting. Otherwise the circuit andworking reinain unchanged.

To express it more generally the essential feature of theswitching-system explained by the above detailed description of thecircuits consists in the following: A shifting of the first block-signalS1 to Line clear can only take place if the train has passed the secondblock-signal S2 and put it on Stop, as for the shifting-apparatus M foreach block-signal Sl there is provided a safetyswitch R, which isshifted by the shifting-device M, when it puts the block-signal on Lineclear and thereby breaks the current serving to put the block-signal onLine clear (the position). With the shifting device N of the nextblock-signal S2 this safety-switch stands in such a connection that onbeing shifted it shifts the device N, and the latter thereby breaks thecircuit required for reversing li. The shifting-device N is therefore asafety-switch for the device R, Contact m11 for reversing the device Rmust be arranged near the second signal S2, and is, at the sarne time,the contact for reversing the shifting device N. That a train precedinganother, after having covered itself, opens the line to the next trainis effected by the arrangement that the circuit serving to put thedevice M of block S1 into the line clear position is led over thesafetyswitch R of this block-signal, the safety-switch S of thepreceding block-signal (which. we will call SO) and the contact m11serving to shift back the safety-switch R into its original (the -l-)position, in such a rnanner that when the safety-switch S is put intothe pcsition and the safety-switch R into the (-1-) position, bybridging the contact m11, the circuit of the lead is closed, so that theshifting-device M draws the block-signal S1 into the line clearposition.

By this peculiar intercalation of safetyswitches the followingadvantages are gained.

1. The section of the line between the station and the :first blockcannot be opened if a train is on the saine.

2. The block lying behind a train is automatically secured until thenext block is passed over and put on Stop 3. A block behind a trainwhich is secured as per point 2 is automatically put on Line clear", ifthe following trainhas passed on the section leading to this block andif the preceding train 'has passed over the next block-signal and put iton Sto 4;. Each train puts the signa over which it passes on LStop andthe following one only on Line clear77 if the section of the line behindit is clear.

What we claim as our invention and desire .to secure by United StatesLetters Patent 1s 1. In switch and signal operating apparatus, thecombination of a shrfting device to be secured in safety position, anelectrical circuit having a contact which is closed by operation of suchshifting device, and a safety switch device which is automaticallyoperated by the closing of said contact, the circuit between suchshifting device and safety switch being automatically broken when thelatter is operated, substantially as shown and described.

2. In switch and signal operating a paratus, the combination of apoint-sh' ting device, which is to be put in position to be secured, asafety switch device on which the shifting device acts, an electricalcircuit including the said devices, the same having a contact which isclosed automatically by the oint-shifting device when operated, whereythe safety switch is in turn operated, the latter during the shiftingmovement breaking the circuit of the point-shifting device whereby theplacing of same in a dangerous position is avoided, substantially asdescribed.

3. Means for securing electric shifting-devices for pointshifting-switches and signals, the same consisting inelectrically-connected shifting devices, and safety-switches, havingcontacts by which, when closed, the switches may be brought back intotheir initial position with the shifting-devices to be secured; thesafety-switches, after the shifting-devices to be secured have beenproperly adjusted, being worked bythe latter, whereby the circuitincluding` the shifting-devices and by which a dangerous working mightbe effected, is broken, substantially as set forth.

4. Means for securing electric shifting devices for oint-shiftingswitches and signals which inc ude in an electric circuit thearrival-signal and the starting signal of a line having onesafety-switch (Fig. l) in common, which is so connected with theshifting devices for the signals that the shifting-device for thearrival signal, after this signal has Ybeen put into the line clearosition, causes a shifting of the safety switc in one direction, and theshifting-device for the starting-signal, when this signal has beenshifted from the line clear into the sto position, a shifting of thesafety-device in t e other direction, while the safety-switch alwaysbreaks that current of the shifting-device by which it has been shiftedinto the line clear position, whereby the arrival signal cannot be putback into the ,line

clear position if thetrack is obstructed, substantially as set forth.

5. Means for securing electric shifting-de vices for point-shiftingswitches andsi nals including in an electrical circuit two sa ety-lswitches (Xl X1, Fig. 2) for a line on which trainsgrunin bothdirections, each one of the leads vserving to shift the arrival into theline clear position `being connected with the other safety-switch sothat on shifting these safety-switches the current is broken, .by whichit results that both signals can never be shifted at the saine time,substantially as set forth.

6. Means for securingelectric shifting-devices for point shiftingswitches and signals, including in anelectrical circuit the safetyswitch(X, Fig. l) for the arrival signal of one line which is connected withone or several safety-switches (Z Y Fig. 1) for the danger- 'ousswitches of branch lines or crossing lines as described, whereby thesafety-switch (X) for the signals, after shifting the safetyswitches Z Yis shifted by the latter and thereby breaks those currents of thesafetyswitches for the point-shifting devices b which the shifting ofthe latter was effected while the contact-devices (M4 M1) allowing thereversing of the safety-switches for the point shifting switches arearranged, according to the switches to which theyibelong, with referenceto the direction of the train, the contact device for the safety-switchfor the signals being arranged, however, according to the last switch orthe danger-switch of the line, whereby it results that the switchesinfront of the train are always locked and cannot be shifted, but thatthe switches be hind the train can be shifted on the track being locked,substantially as set forth.

7. Means for securing electric shifting-devices for pointshifting-switches and signals, the same including in an electric circuitthe safety switch (Stv Fig. 4) and the shifting-device (Al) with whichit is connected, a distributing-switch (W6), two multiple connectedsafety-switches (Tal, T22) being arranged as described, so that thefirst safety-switch (St) after being shifted by the point-switch Abreaks. both circuits by which the latter is shifted while each of theother safety-devices (Fig. Te, T22) after being shifted by means of the'first safety-switch St breaks that current of the oint-switch A1 whichpreviously shifted t e point-switch, the reversing of any of theseries-connected safety-switches (T21 I T22) being effected by thelringing-olf from any preceding station, the'reversing of the thirdsafety-switch St by the closing of a con-l tact m14 nearest to theswitch, withk regard to the direction of the train whereby thedistributing-switch can only be shifted after the ringing-off from thestarting station and only block signals, switches and shifting devices,`

in the required direction and a further shifting of the point-switch canonly take lace when the train has passed, substantia y as set forth.

8. Means for securing electric shifting-devices for point shiftingswitches and signals, the same including in electric circuit severaltracks inthe same direction or branching off in different directions, asafety-switch (Ts1 T22, Fig. 4) for each ofy such tracks, which may besingly connected in series with each xof the safety-switches (X X1) forthe tracks on which trains start from this point and is` thereby soconnected with the same that they track safety-switch X, after beingreversed by the line safety switch, reverses `the line safety switch(Ts1 T22) and that the line safety switch breaks the circuit of thetrack.

safety-switch, the contact device serving to reverse the line safetyswitch may be so ar-1 ranged that for arriving trains it is closed by ythe official of the receding station, for departing trains byt eofiicial of the startingstation, whereby it results that thepointlswitches and signals of the line on which a train arrives orleaves are brought into a firm, immovable connection with the switchesvand signals of the track selected which can-` not be dissolved orloosened before the ar-` rival, or the starting, of a train, so that forai line and all the tracks connected with it only one line-selector (orrule) is required, sub-h stantially as set forth.`

9. In apparatus for securing electric pointswitches signal-switches andlocking-devices,

the combination in an electric circuit of safety shifting devices to besecured, in combination with safety switches which latter break thedangerous leads of the shifting devices, said switches being shifted bythe return signal currents of the devices to be secured, whereby the useof safety-switches of a connection in multiple is made possible,

substantially as set forth.

10. In apparatus for securing electric sigy Anal shifting devices, thecombination with in electric circuit, of a safety-switch R for eachblock signal s1, which switch when the block-signal is put on Line clearby the shifting-device M, breaks the current serving to putthe'block-signal in Line clear77 (for the position) and is connectedwith the shifting-deviceN of the next block si nal S, as described,whereby on being shi ted it shifts the shifting-device N and Vthe latterthereu on breaks the circuit serving to shift back t e safety-switch R,the contact m11 serving to shift back the safety-'switch R b'einarranged near the second signal S, and being at the same time thecontact for reversing the second shifting-device N, whereby the firstblock-signal S, can be put on Line clear only then when the train haspassed the second block-signal S, and is put on Stop, substantially asset forth.

11. In. apparatus for securing electric signal switching-devices, thecombination with block signals, shifting devices and safety switches allin electric circuit, the block S, shifting device M being put into theline clear" position by a second current led in such a manner over thesafety-switch R of this block-signal, the safety switch S of thepreceding block signal S0 and the contact m1, serving to shift back thesafety-switch R into its position, so that when the safety switch S isin the position and the safetyswitch R is shifted back into the positionby bridging over the contact 'm1 the circuit of this lead is closed sothat the shifting device M draws the block-signal S1 vinto the lineclear77 position, whereby a preceding train after it has coveredy itselfmakes the blocksection of the line free for an iinmediatelyfollowingtrain, substantially as set forth.

12. In apparatus for securing electric locking devices of switches, thecombination of the locking device L (Fig. 6) for the dangerous switchesor groups of switches and one or several safety-switches covering thesame, which devices and switches are connected with the arrival andstarting signal of the track as described, so that by putting the signalon Line free the circuit putting the lockingdevice. into the closedposition (or the circuits) is closed, while the closing of the circuit(orof the circuits) shifting back the locking devices, after shiftingthe signal into the stop position and after shifting the safety switchesthrough rail-contacts lying behind `the `point-switches (with regard tothe direction in which the train moves) whereby a premature shifting ofswitches is revented, While the releasingof switches, singly or ingroups is possible immediately the train has passed, substantially asset forth.

13. A safety shifting apparatus of the character indicated, the samecomprisingan electric circuit, a signaling device and a rule device, twosafetyv shifting devices, which by changing of the signal from the stopposition to train moving position, the first safety shifting device Ubreaking the circuit of the rule device L, while the second U breakingthe signal working circuit whereby the rail contact m15 which serves toreverse the second apparatus U lies behind the rail contact m14 of thefirst device U, substantially as described. y

14. In apparatus for securing electric point-switches, signal-shifting,and lockingdevices in which apparatus the switchesl to be shifted alonga section of a line can be shifted by the station official onlysimultaneously or all at once, and by the train-ranger singly or ingroups (Figs. 1 and 2), the leads between the point-switches and theirsafety-switches being arranged as described, by Which, after Intestimony whereof We have signed our shifting of the point-switches, therespective names to this specification in the presence of l0safetyswitches are shifted, are led over intWo subscribing Witnesses.

terruptions t0 be closed by the track-switch LORENZ KOTTMAIR. of thestation, ofcial, whereby, When the RUDOLF ZWACK. station, Official hasopened a track, no train- Witnesses:

ranging can take piace, substantially as and CHURCHILL HARVEY-ELDER,

for the purpose set forth. ULYssEs J. BYWATER.

